Well here is how it works or used to work since the more recent ign systems
are different. Ford and GM vehicles had a coil feed which had internal
resistance and would deliver 6 to 7 volts to the coil.On start up,the
starter solenoid,( on srarter for GM ,inner fender for Ford) had a second
terminal on it which would only be activated when ign switch on start
position.On Fords you had two wires on the coil and Gms they were on the R
terminal of the starter. One wire was with internal resistance, the other
gave 12 volts to the coil for enhanced spark on start up.Most imports
up to the mid 70's, and some still do, had ign. coils with internal
resistors. ( check with UAP,you can by either or) Consequence of this was
that the imports ended up with a reputation of warm weather starters and no
good for our canadian winters. The solution was to modify the ign. system
and that is where the Chrysler parts came in handy and is basically what is
on the 504's from 75( or 74) and up. They used an external ballast resistor
that would lower the voltage to coil while in run mode ,and would give 12 V
to coil by way of starter relay. This system was easy to install and you
could find a coil anywhere as the americans basically had all the same
coils. As far as ballast resistors, most chrysler owners had a spare in
their glove box, out here anyway.The control of power surges is performed by
the condenser near the points and not tobe confused with a noise suppressor
used on the positive side of the coil.They look similar, but have two
different functions. I hope that I have made this clear enough. This is all
explained in our mechanics manuals when we took our course.Unfortunetly I am
dating myself since these ign. systems are not even taught to our
apprentices anymore.Their teachers don't even understand it.Anymore
questions about this I will gladly answer or do the reaserch to find the
answer.
Mike Aube
-----
From: Jim Lill <jpl@vectorbd.com>
To: Peugeot List <peugeot-l@egroups.com>
Sent: Saturday, April 08, 2000 9:18 AM
Subject: Re: 504 ballast resistor ignition
>
> Not to fire a dabate but to clarify....
>
> The voltage and current are directly proportional to each other per Ohm's
> Law of E= I/R, since the coil resistance is fixed.
>
> The voltage by itself will not "fry" the points but it will be higher
> current that the voltage brings with it.
>
> The ballast resistor acts as a surge limiter for the in-rush current. It
> can also be switched out at start-time to get a hotter spark.
>
> By limiting the in-rush and thus peak current, point overheating/melting
> is minimized, but it will still run (for a while!).
>
>
> On Sat, 8 Apr 2000, Mike Aube wrote:
>
> > The idea of the resistor is to lower voltage at the points. The sticker
on
> > your new coil indicates an internal resistor. Voltage at distributor end
> > should read between 6 to 7 volts. NO MORE THAN 7.5 or you will have some
> > unpleasant surprises not too far down the road.
> > Mike Aube
> >
> >
>
> > From: Jim Lill <jpl@vectorbd.com>
> > >
> > > The purpose of the resistor in a breaker type ignition is to limit the
> > > peak current through the contact points during the inrush period of
the
> > > coil's "charging". An inductor is a little like a capacitor in that
> > > regard. Remember that you don't even get a spark until you open the
points
> > > and the magnetic field of the coil "collapses".
> > >
>
>
>
>
> PERFORM CPR ON YOUR APR!
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>
>
>
> Recommended format for your email subject lines:
>
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>
> Examples:
>
> 505 88 V6 Mileage
>
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